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Файл:Международные конвенции и кодексы. Том №3. Учебное пособие
.pdf
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Задание № 1
Qualified Individual Notification Exercise
The purpose of the qualified individual notification exercise is to ensure that the
qualified individual (or designee, as designated in the response plan) is able to be reached
in a spill response emergency to carry out his or her required duties.
Contact by telephone, radio, facsimile or email must be made with the qualified
individual, and confirmation must be received from him or her to satisfy the requirements
of this exercise.
For vessels, electronic notification (fax or email) will be acceptable, but the baseline
should be voice communication. If an electronic means is used for this exercise,
confirmation from the qualified individual must be received to properly satisfy the
requirements of this exercise.
The qualified individual notification exercise is not intended to verify phone
numbers, points of contact or the notification list contained in the plan. The plan holder is
expected to update the notification list periodically as part of the normal course of
conducting business.
For vessels, it is the responsibility of the plan holder to ensure that the qualified
individual notification exercise is conducted. If a plan holder has a fleet of vessels covered
by one response plan, the plan holder must ensure that each vessel in the fleet conducts this
exercise.
INTERNAL EXERCISE DOCUMENTATION FORM
Notification Exercise
1. Date performed _________________________________________________
2. Exercise or actual response?_______________________________________
3. Name of vessel___________________________________________________
4. Name of person notified___________________________________________
5. Time initiated____________________________________________________
6. Time in which QI responded_______________________________________
7. Method used to contact____________________________________________
8. Description of notification procedure________________________________
________________________________________________________________
9. Identify which of the 15 core components
of your response plan were exercised during this particular exercise_______
_________________________________________________________________
_________________________________________________________________
Certifying signature_______________________________________________
Задание № 2
Guidance for tank vessels entering the USA
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МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ
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Контрольные вопросы:
1 Какие юридические принципы заложены в федеральном законе «О чистой
воде»?
2 Почему в 1990 году был принят специальный Закон «О нефтяном загрязнении» (Oil Pollution Act)?
3 Какие основные обязанности возлагаются на операторов потенциально
опасных предприятий, а также крупных транспортных систем, нефтепроводов и
хранилищ в соответствии с Законом «О нефтяном загрязнении» (Oil Pollution Act)?
4 Какая отличительная черта американской системы экологического регулирования?
5 Назначение Vessel Response Plans (VRP)?
6 Каким органом должен быть утвержден Vessel Response Plans (VRP)?
7 Какие основные функции Oil Pollution Act?
8 Назначение Certificate of Financial Responsibility (COFR)?
9 Процедура оповещения "National Response Center" – "NRC".
10 Процесс принятия оперативных решений по аварийным утечкам нефти в
США.
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11 Какая основная роль "On-Scene Coordinators" – "ОSС"?
12 Какая основная роль Qualified Individual (QI)?
13 Содержание Vessel Response Plans (VRP).
14 Какие отличия Vessel Response Plans (VRP), Shipboard Oil Pollution
Emergency Plan and a Shipboard Marine Pollution Emergency Plan for Noxious Liquid
Substances?
Литература по практической работе:
1. "Oil Pollution Act of 1990 - Summary". Federal Wildlife and Related Laws
Handbook. 1990-08-18. http://ipl.unm.edu/cwl/fedbook/oilpollu.html. Retrieved
2008-03-10.
2. Carrigan, Alison. "The bill of attainder clause: a new weapon to challenge the Oil
Pollution Act of 1990". Boston College Environmental Affairs Law Review (Fall
2000). http://www.bc.edu/bc_org/avp/law/lwsch/journals/bcealr/28_1/04_FMS.htm.
Retrieved 2008-03-10.
3. "Exxon Valdez Is Barred From Alaska Sound". The New York Times. 2002-11-
02.http://query.nytimes.com/gst/fullpage.html?res=9904EEDC163EF931A35752C1
A9649C8B63. Retrieved 2008-03-10.
4. Корнеев, А.В. Законы о чистой воде: как в США удалось
сократить аварийные утечки нефти и нефтепродуктов более чем в десять
раз [Текст]/ А.В. Корнеев, И.Л. Абалкина - Нефть России, 2003 год, № 8, с. 82-
85.
5. Корнеев, А.В. Американский опыт борьбы с загрязнением
нефтью и нефтепродуктами (Аналитический доклад) [Текст]/ А.В. Корнеев,
И.Л. Абалкина Институт Канады и США РАН. http://webcenter.ru/-
akorneev/papers/rep-2301.html.
6. Сайт «International Tanker Owners Pollution Federation Limited»: http://
www.itopf.com.
7. Сайт www.pwsrcac.org «Тогда и сейчас». Региональный гражданский
консультативный Совет Принс-Уильям. Изменения в системе транспортировки
сырой нефти в акватории залива Принс-Уильям после разлива нефти танкером
Exxon Valdez. www.ecosakh.ru/data/109_Togda__i__seichas.pdf
8. Сайт “Homeport. U.S. Department of Homeland security”: Vessel Response Plan
Program http://homeport.uscg.mil/vrp
9. 33 CFR 155, Subpart D - Tank Vessel Response Plans for Oil
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ЛАБОРАТОРНАЯ РАБОТА № 13
«GENERAL NAVIGATION PROCEDURES»
Учебные вопросы:
13.1 The Masters and Officers Navigational Responsibilities
13.2 Company Bridge Watchkeeping Standing Orders
13.3 Bridge Team Management
13.4 Prevention of Fatigue
13.5 Composition of Bridge Watches
13.6 Masters Standing Orders
13.7 Calling the Master
13.8 Master’s Night Order Book
13.9 Deck Log Book
13.10 Deck Movement Book
13.11 Documentary Evidence
13.1 The Masters and Officers Navigational Responsibilities
The Master is responsible for the safe navigation of the vessel and must ensure that it
is navigated in accordance with the principles of good seamanship and as required by
legislation. The safety of life and the safety of the ship take precedence over all other
considerations.
He should maintain proficiency in traditional and electronic navigational skills,
including those which he would normally delegate to junior officers. He must ensure that
the watchkeeping officers are thoroughly familiar with the ‘International Regulations for
Prevention of Collisions’ 1972 (as amended) and should require that the vessel be
navigated in compliance with the provision of such rules.
It is the duty of the Master to ensure that newly joined officers make themselves
thoroughly familiar with Company Standing Orders (Section 8-Appendix 1) and Masters
Standing Orders such that they are absolutely clear about actions expected of them whilst in
charge of a watch.
The Master will delegate to his Officers both routine navigational duties and
additional duties as the circumstances dictate.
The Master must ensure that a passage plan is prepared to his satisfaction prior to
sailing, and properly executed throughout the voyage. Master must conduct navigational
audits such as random checks on chart corrections and adherence to passage plan. Any
deviation from Company’s procedures and actions taken to resolve the problem must be
reported to the office.
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The Officer of the Watch is the Master’s representative and his primary
responsibility at all times is the safe navigation of the vessel.
The presence of the Master on the Bridge does not relieve the Watchkeeping Officer
of his responsibilities unless the Master advises the Officer that he is taking over charge of
the watch. Relevant Log Book entry should be made.
All Navigating Officers must make themselves thoroughly familiar with the vessel,
its safety procedures and relevant Standing Orders. In particular, the Master must ensure
that each Watchkeeping Officer is fully aware of all factors affecting the immediate
operation of the ship before the Officer stands his first watch.
Onboard Navigational audits including the review of the passage plan, the chart
corrections, the navigational administration and compliance with company’s procedure are
conducted by shore staff at least once per year.
13.2 Company Bridge Watchkeeping Standing Orders
1. The first consideration of every Master and Officer employee shall be the
safety of the persons on board or working from the vessel, of the vessel itself, her cargo,
prevention of pollution and damage to the environment. No consideration of programme,
convenience or prior instruction is to be allowed to justify the taking of any risk which may
endanger life, the vessel, her cargo and the environment.
2. The Master will appoint a Navigating Officer to take charge of each
Navigational Watch and will also assign crew members to assist the Watchkeeping Officer.
Procedures for calling standby members of the Watch and reliefs, without requiring
an ‘on Watch’ member to leave the Bridge, must be clearly established and adhered to.
3. The Watchkeeping Officers must maintain a Navigational Watch strictly in
accordance with the I.M.O. ‘Recommendation on Basic Principles and Operational
Guidance Relating to Navigational Watchkeeping’ supplemented by the I.C.S. ‘Bridge
Procedures Guide’. He shall also give due regard to the Company Rules and the Master’s
Standing Orders and Night Orders.
4. When the Master takes personal charge of the navigation, the Watchkeeping
Officer will continue his duties and give the Master every assistance.
5. When the availability of navigational marks or position fixing systems permit,
the ship’s position shall be fixed at least once per hour. In confined waters the frequency of
fixes shall be increased to at least every fifteen minutes and, when manoeuvring in a
planned approach, position fixing shall be virtually continuous.
6. In favourable conditions the ship may be steered by automatic pilot but manual
steering must be carried out in the following circumstances:
(i) In restricted visibility.
(ii) In confined waters.
(iii) In congested waters.
7. The Watchkeeping Officer will complete the appropriate sections of the Deck
Log Book and Compass Observation Book before leaving the Bridge at the end of his
Watch.
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8. In conjunction with his Navigational duties, the Watchkeeping Officer shall
exercise constant shipkeeping vigilance and, on noting any abnormality, will take prompt
action to initiate correction. After he has been relieved at the end of his
Watch, the Officer will make an inspection tour of the ship and report his findings to
his relief Watchkeeping Officer.
9. Only personnel carrying out duties which require them on the Bridge, or
personnel with the Master’s authorisation, are to be allowed on the Bridge when the ship is
at sea or leaving and entering port.
10. The Deck Officer of the Watch will be informed when anyone enters an empty
Engine Room during unmanned operations, and also when the last person leaves the Engine
Room. If anyone is alone in the Engine Room at any time, he must call the Bridge at
intervals not exceeding fifteen minutes and/or operate engine room safety system. Should
such call not be received, the Deck Officer of the Watch is to alert the Chief Engineer (or
other senior engineer) immediately.
11. Each Deck Officer is to sign the Master’s Night Order Book and sign that he
has read and fully understands these Company Bridge Watchkeeping Standard Orders and
the I.M.C.O. ‘Recommendations on Basic Principles and Operational Guidance Relating to
Navigational Watchkeeping’, before undertaking his first Watch on any ship.
The Company Bridge Watchkeeping Standing Orders are not to be deleted or altered
in any way whatsoever.
Masters must issue their own Standing Orders to supplement those of the
Company. These should include instructions specific to the type of vessel and the area of
operation.
Masters must additionally maintain a Night Order Book to supplement the above
Standing Orders with any further requirements they deem necessary.
Regardless of the vessel’s position or area of operation the Master is to write up the
Night Order Book on every occasion before he retires, whilst the vessel is at sea or at
anchor.
One copy of this Navigation Procedures Manual is to be kept readily available on the
Bridge at all times. Each newly joined deck officer shall sign that he has read and fully
understands the contents before undertaking his first watch.
No officer or crew member shall be permitted to maintain a Bridge watch if his
efficiency has been impaired by fatigue, illness, alcohol, drugs or any other reason. The
OOW should not hand over the watch if there is any reason to believe that the relieving
officer is unfit or is temporarily unable to carry out his duties effectively. If any doubt
should call the Master.
13.3 Bridge Team Management
Bridge Team Management (BTM) is a concept that when accepted by the Mariner is
the single most important method for eliminating “one person error”. The term Bridge
Team Management is not a navigational skill or management act by one person, nor should
it be confused or interpreted as navigation by committee. Bridge Team Management is the
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interaction of team members which allows the Team to adapt to and fulfil Team roles that
have been identified and assigned. Bridge Team Management is the use of all physical and
personal assets and the creation of an environment to maximise their effectiveness.
The primary goal of Bridge Team Management is the elimination of “one person
errors.” All members of the Bridge Team are to keep themselves aware of all vessel
operations. Pilots are not recognised in Company’s Steaming Watch Conditions; however,
they play a critical role within the Bridge Team. It is the responsibility of the Bridge Team
to assist the pilot to work within the Team.
Company’s Bridge Team is expected to achieve these goals by the effective
utilisation of:
Appropriate Steaming Watch Conditions and assignment of tasks to Team
members
All Bridge equipment and personnel
Manoeuvring characteristics of the vessel
Management of stress and distractions
Creation of a Team environment
Communications
Bridge Team / Pilot Information Exchange
Operational and emergency checklists
Formulation, usage, and monitoring of Passage Plans
Each Bridge Team member should be conscious of the inherent stress and
distractions in Bridge situations. Stress affects each individual differently. Stress levels may
increase or decrease our effectiveness in performing our tasks on the Bridge. Team
members need to be aware of how stress affects the other Team members. Bridge tasks may
need to be reassigned or changed, depending on the stress levels and the personnel
involved. Tasks that are stressful to one person may not be stressful to another.
Signs of stress include:
Difficulty in thinking
Inattention
Slow reactions
Procedural violations or skipping procedures
Muscle aches
Chills
Pale complexion
Dull or bloodshot eyes
The inability to deal with distractions and prioritise is often an indication that
situational awareness is breaking down. Distractions can be caused by stress, excessive
work load, fatigue, emergency conditions, and all too often inattention to detail. Assigning
tasks is one way of not allowing stress and distractions to disrupt the effectiveness of the
Bridge Team.
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13.4 Prevention of Fatigue
In order to prevent fatigue, the Bridge Team members must take mandatory rest
periods, in compliance with STCW/95 & OPA’ 90 requirements.
The Bridge Team members shall not work beyond the limits of the law, except in an
emergency and always under the Master’s approval.
The Master shall endeavour to avoid operating the vessel under conditions where
Officers standing a watch or ratings forming part of a watch experience excessive fatigue.
Prior to the commencement of the passage and in certain cases during the passage it
may be necessary for the Master to ensure that rested and un-fatigued personnel are
available.
This could include such cases as leaving port, entering very heavy traffic areas, bad
weather conditions, high-risk situations such as transiting narrow straight, etc.
The availability of rested personnel can be achieved, within the limits of the total
number of persons available, by proper watch arrangements ensuring that the watch keepers
are relieved of their duties well in advance of being required to stand the watch, in order
that they may receive adequate rest.
When the Master feels due to prolonged time of standby (i.e. long river passages,
traffic separation schemes) that he need rest or must leave the bridge the Chief Officer shall
relieve him in the Navigation Bridge.
13.5 Composition of Bridge Watches
Для того чтобы определить, что навигационная вахта организована должным
образом с целью обеспечения надлежащего наблюдения и контроля над работой
судна, необходимо учесть следующие факторы:
видимость, погодные и морские условия;
плотность движения и какие-либо виды деятельности в районе плавания;
дополнительный объем работы, вызванный спецификой и срочностью
выполнения судовых операций;
физическая готовность к исполнению своих обязанностей членов
экипажа, назначенных к несению вахты;
уверенность в профессиональной компетентности командного и рядового
состава;
наличие опыта и знания судового оборудования, процедур и
маневренных характеристик у вахтенного офицера;
деятельность на борту судна в любое время, в том числе радиосвязь,
возможность оказания при необходимости помощи на мостике;
эксплуатационная готовность навигационного оборудования мостика, в
том числе сигнализации его неисправности;
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Условия
вахты
Внешняя среда
Видимость
Район плавания
Плотность
движения
1
Хорошая
Открытое море
Небольшая/
умеренная
2
Хорошая
Прибрежное плавание
Небольшая/
умеренная
3
Ограниченная
Открытое море / Прибрежное плавание
Умеренная/
небольшая
4
Хорошая/
Ограниченная
Открытое море / Прибрежное плавание
Большая
5
Навигация в пределах порта / Плавание с лоцманом на борту
Обязанности команды мостика в соответствии с условиями вахты
Условия
вахты
ГД
Обязанности команды мостика
Упр.
судном
Предотвращ.
столкновений
Навигация
Другие
обязан.
Руль
Наблюдени
е
1
SG/UM
S
ВПКМ
AB
2
EM
ВПКМ
AB
3
EM
КМ
1 x ВПКМ
AB
AB/OS
4
EM/SB
КМ
1 x ВПКМ
AB
AB/OS
5
SB/MM
КМ
2 x ВПКМ
AB
AB/OS
контроль работы винторулевой группы, маневренные характеристики
судна;
габариты судна и обзор с мостика;
конфигурация мостика: при условии, что данная конфигурация может
помешать вахтенному увидеть или услышать какой-либо сигнал;
любые другие стандарты, процедуры или руководства, относящиеся к
готовности вахтенной службы выполнять свои обязанности.
При определении состава штурманской вахты необходимо руководствоваться
следующими критериями
Организация управления мостиком формирует обязанности на мостике для
решения трех задач:
Обнаружение других судов и объектов и избежание столкновений с ними.
Движение судна на безопасном расстоянии от мелководья, в соответствии с
предварительной прокладкой и запланированным временем.
Стандартные обязанности во время вахты (связь, ведение журналов и
наблюдение за вахтенным персоналом).
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